The paradigm for residential EV charging via a Level 2 EVSE is well established, and is a low-cost, highly convenient way for the EV driver to recharge for those with a dedicated parking space (e.g., garage). Residential charging has other potential benefits relative to electric utility demand response and emergency home power. For residences without such EVSE ready availability (e.g., multi-unit dwellings, street parking), other charge options may be necessary. Non-residential Level 2 charging is a still-evolving business case. The non-residential EV charging model is complicated by a number of issues, including: the need for credit card systems at many venues, the question of roaming, communications and control with utilities, data reporting, the need to accommodate subscription networks, and site host requirements. This paper discusses the economic considerations and potential trade-offs for both the EV driver and the charge station site host for the following non-residential Level 2 charging venues: - Workplace (offices, manufacturing, fleets); - Parking structures/lots; - Publicly-accessible venues (courts, train stations, malls, museums, restaurants, grocery stores, etc.). Non-residential charging includes a wide range of venues and applications. Some, like workplace, MDU (multi-dwelling units) and fleet charging appear to complement residential charging very smoothly from the perspective of both the EVSE owner/operator and the EV driver. Parking venues, public charging and third party financed systems, in contrast, may have economic challenges from a pricing standpoint to attract EV drivers. This conclusion is consistent with other analyses. Indeed, TOU rates, vandalism/theft, and transaction costs could be significantly problematic with parking venue, third party, and public venue EV charging economics. The potential revenue generation capabilities of grid services and advertising could provide the incremental tipping point to make a borderline venue economically viable. The ultimate test for the viability of an EV charging infrastructure venue is whether the economics for EV charging are less expensive than operating a gasoline-powered vehicle, especially on a daily basis. As an example, with 4/gallon gasoline and a car that gets 20 miles per gallon, the cost is 0.20/mile (0.10/mile for a 40 mpg car.) Assuming 3.3 miles/kWh and 0.10/kWh, the cost for powering an EV is 0.03/mile. Thus, residential charging in the early morning hours looks very attractive. However, a parking venue with an afternoon fee of 15 for four hours of charging (13.3 kWh at 3.3 kW), would be the equivalent of 0.34/mile, which is more expensive than the gasoline for a 20 mpg car. An EV driver may go for this upside-down condition on an occasional basis, but not day in and day out.


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    Title :

    The economics of non-residential level 2 EVSE charging infrastructure


    Contributors:


    Publication date :

    2012


    Size :

    10 Seiten, 1 Bild, 8 Tabellen, 9 Quellen



    Type of media :

    Conference paper


    Type of material :

    Print


    Language :

    English




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